370 HEMI
09-08-2009, 12:36 PM
Many people have PM'd me, asked me on the telephone and on email about gasoline and how detonation happens and what ACES IV does to work together with the gasoline, what is octane and other cursory related items.
For answers on gasoline alone, see the following thread
http://www.chargerforums.com/forums/showthread.php?t=101391
However, on fuel octane and detonation, it is important to realize that to have a great running engine, it has to achieve the mixing of the fuel and the air in the proper ratio for combustion with the right utilization of BTU and appropriate octane as a base. No product can stop detonation from occurring if the base fuel is inadequate or the mixture is wrong.
Of course liquid Gasoline will not burn. It must be vaporous and mixed with air in the proper ratio to ensure that there is enough oxygen content present to support combustion.
Remember that gasoline is a hydrocarbon of 85% carbon and 15% hydrogen. Many people on this forum have asked about octane and it's relevance to anti-knock. So the octane number for gasoline is a reference to it's anti-knock properties compared to a mixture of heptane (C7H16) and iso-octane (C8H18).
If gasoline exhibits the same knock properties as a mixture of 93% iso-octane and 7% heptane then it is a 93 octane fuel. So 89% iso-octane and 11% heptane makes it an 89 octane fuel etc.
Now I know there are some people out there that are going to say hey wait a minute, there are gasolines that have more than 100 octane rating. Obviously the standard can not exceed 100% iso-octane but there are compounds (that are very expensive some of which are tetra-ethyl-lead in some racing fuels) higher than 100% iso-octane levels.
Because lead is a severe poison and the EPA has banned leaded fuels for on road use since January 1st 1986, our fuels depend more on oxygenates to give us the octane....such as Alcohol (absorbs moisture and strips fuel lubricity).
However, the octane rating is very important as it affects the combustion process and directly influences pre-ignition. (ACES IV gives an increase of power octane up to 9 full octane points). Remember that you want the lowest octane fuel you can get in your engine without detonation to give you the fastest flame speed.
Suffice it to say that the combustion process is very complex indeed. Obviously the best scenario is for the correct mixture to be ignited by the spark plug at the correct instant starting the flame front moving down the combustion chamber exactly like throwing a rock in the middle of a pond and watching the ripples move to the outside evenly. The flame front moves at a speed between 25 and 150 feet per second depending on the mixture, the turbulence, the compression ratio, the shape of the piston top and the combustion chamber design (in our cases, all the engines from the 2.7 to the 6.1 are either Hemispheric (Hemi) or Polyspheric (Poly Hemi) in design for better combustion.
Under the correct conditions, the flame is very uniform and somewhat complete and virtually no abnormal combustion takes place (although utilization of BTU varies with efficiency). Abnormal combustion is pinging, detonation, end gas detonation etc. This occurs when the mixture spontaneously ignites at some point other than the spark plug and the flame front collides with the normal flame front created by the spark plug. (this is why it is so important to have an extremely clean combustion chamber constantly like what is produced using ACES IV every fillup as it stops white hot spots of carbon that do not burn off which contributes to a lot of pre ignition and ends up becoming surrogate spark plugs.)
This type of detonation must be avoided at all costs (Long term knock).
The causes can be many: Low octane, excessive compression ratio, poor combustion chamber design (not so with our engines) etc. The most critical is the mixture of the fuel and the air delivered to the combustion chamber via the fuel injection system. It is in the supplying of the air/fuel mixture that we find one of the biggest issues.
When we burn the gasoline in the chamber, some of the fuel that is sprayed stays on the tip of the injector and combines with the heat, Cu (copper) and V (vanadium) mixed with amino acids to produce gum and varnish on the tip. This happens slowly and creates a kind of black gummy/powdery carbon that restricts the tip from spraying correctly (vaporization). What we end up with is atomization......like when you try to water the flowerbed or your garden with the open tip of the hose using your thumb. It fan sprays but some of of the water rolls down your arm and drips off your elbow. Same scenario with your fuel injectors. Partially sprays and drips fuel.
Our ACES IV addresses the causes of this gum and varnish by not allowing (chemically) the combination of copper, vanadium and amine so the injector tips stay vaporizing not atomizing. It also lubricates the injector, and continual use every fill up will get the tip clean and keep it clean.
Many people talk about all the different cleaners that are available on the market today. Seafoam, Techron, Mopar combustion cleaner, STP etc. What people don't realize is that these materials contain petroleum distillates, alcohols, polymers, or metals which are not good for gasoline in the first place (basically kerosine or napthalene, isopropyl or methyl alcohol, platinum, cerium, or even manganese) and do some cleaning but combine with the copper, vanadium and amine to put it right back on the tip. Besides that, metals are buildup products and end up all over your plugs. This doesn't even take into consideration what it does to compromise your oils. The nice thing about our ACES IV is that it will safely clean the fuel system and protect it without compromising the oils you are running (hopefully QuantumBlue) and keep the cylinder sealed from bottom end oil keeping contaminants going out your exhaust not into your oils. (sounds like M & Ms doesn't it!):biggrinjester:
I have enclosed an example of an injector before and after using ACES IV.
I hope this clarifies some of the questions that we have received, and also ones that you may have had that this also addresses.
Thanks
Brian
BND Automotive LLC:bigthumb:
440-821-9040
For answers on gasoline alone, see the following thread
http://www.chargerforums.com/forums/showthread.php?t=101391
However, on fuel octane and detonation, it is important to realize that to have a great running engine, it has to achieve the mixing of the fuel and the air in the proper ratio for combustion with the right utilization of BTU and appropriate octane as a base. No product can stop detonation from occurring if the base fuel is inadequate or the mixture is wrong.
Of course liquid Gasoline will not burn. It must be vaporous and mixed with air in the proper ratio to ensure that there is enough oxygen content present to support combustion.
Remember that gasoline is a hydrocarbon of 85% carbon and 15% hydrogen. Many people on this forum have asked about octane and it's relevance to anti-knock. So the octane number for gasoline is a reference to it's anti-knock properties compared to a mixture of heptane (C7H16) and iso-octane (C8H18).
If gasoline exhibits the same knock properties as a mixture of 93% iso-octane and 7% heptane then it is a 93 octane fuel. So 89% iso-octane and 11% heptane makes it an 89 octane fuel etc.
Now I know there are some people out there that are going to say hey wait a minute, there are gasolines that have more than 100 octane rating. Obviously the standard can not exceed 100% iso-octane but there are compounds (that are very expensive some of which are tetra-ethyl-lead in some racing fuels) higher than 100% iso-octane levels.
Because lead is a severe poison and the EPA has banned leaded fuels for on road use since January 1st 1986, our fuels depend more on oxygenates to give us the octane....such as Alcohol (absorbs moisture and strips fuel lubricity).
However, the octane rating is very important as it affects the combustion process and directly influences pre-ignition. (ACES IV gives an increase of power octane up to 9 full octane points). Remember that you want the lowest octane fuel you can get in your engine without detonation to give you the fastest flame speed.
Suffice it to say that the combustion process is very complex indeed. Obviously the best scenario is for the correct mixture to be ignited by the spark plug at the correct instant starting the flame front moving down the combustion chamber exactly like throwing a rock in the middle of a pond and watching the ripples move to the outside evenly. The flame front moves at a speed between 25 and 150 feet per second depending on the mixture, the turbulence, the compression ratio, the shape of the piston top and the combustion chamber design (in our cases, all the engines from the 2.7 to the 6.1 are either Hemispheric (Hemi) or Polyspheric (Poly Hemi) in design for better combustion.
Under the correct conditions, the flame is very uniform and somewhat complete and virtually no abnormal combustion takes place (although utilization of BTU varies with efficiency). Abnormal combustion is pinging, detonation, end gas detonation etc. This occurs when the mixture spontaneously ignites at some point other than the spark plug and the flame front collides with the normal flame front created by the spark plug. (this is why it is so important to have an extremely clean combustion chamber constantly like what is produced using ACES IV every fillup as it stops white hot spots of carbon that do not burn off which contributes to a lot of pre ignition and ends up becoming surrogate spark plugs.)
This type of detonation must be avoided at all costs (Long term knock).
The causes can be many: Low octane, excessive compression ratio, poor combustion chamber design (not so with our engines) etc. The most critical is the mixture of the fuel and the air delivered to the combustion chamber via the fuel injection system. It is in the supplying of the air/fuel mixture that we find one of the biggest issues.
When we burn the gasoline in the chamber, some of the fuel that is sprayed stays on the tip of the injector and combines with the heat, Cu (copper) and V (vanadium) mixed with amino acids to produce gum and varnish on the tip. This happens slowly and creates a kind of black gummy/powdery carbon that restricts the tip from spraying correctly (vaporization). What we end up with is atomization......like when you try to water the flowerbed or your garden with the open tip of the hose using your thumb. It fan sprays but some of of the water rolls down your arm and drips off your elbow. Same scenario with your fuel injectors. Partially sprays and drips fuel.
Our ACES IV addresses the causes of this gum and varnish by not allowing (chemically) the combination of copper, vanadium and amine so the injector tips stay vaporizing not atomizing. It also lubricates the injector, and continual use every fill up will get the tip clean and keep it clean.
Many people talk about all the different cleaners that are available on the market today. Seafoam, Techron, Mopar combustion cleaner, STP etc. What people don't realize is that these materials contain petroleum distillates, alcohols, polymers, or metals which are not good for gasoline in the first place (basically kerosine or napthalene, isopropyl or methyl alcohol, platinum, cerium, or even manganese) and do some cleaning but combine with the copper, vanadium and amine to put it right back on the tip. Besides that, metals are buildup products and end up all over your plugs. This doesn't even take into consideration what it does to compromise your oils. The nice thing about our ACES IV is that it will safely clean the fuel system and protect it without compromising the oils you are running (hopefully QuantumBlue) and keep the cylinder sealed from bottom end oil keeping contaminants going out your exhaust not into your oils. (sounds like M & Ms doesn't it!):biggrinjester:
I have enclosed an example of an injector before and after using ACES IV.
I hope this clarifies some of the questions that we have received, and also ones that you may have had that this also addresses.
Thanks
Brian
BND Automotive LLC:bigthumb:
440-821-9040